Ultralight aviation (called microlight aviation in some countries) is the flying of lightweight, 1- or 2-seat fixed-wing aircraft. Some countries differentiate between weight-shift control and conventional three-axis control aircraft with ailerons , elevator and rudder , calling the former "microlight" and the latter "ultralight".
22-593: The e-Go Aeroplanes e-Go , originally known as the E-Plane , is a British ultralight and light-sport aircraft that was designed by Giotto Castelli, that was being developed by e-Go Aeroplanes of Cambridge and since May 2017, by GioCAS Aeronautical Consultancy, also located in Cambridge. The aircraft won the Light Aircraft Association 's design competition in 2007. It was first flown on 24 October 2013, with
44-526: A flight recharge cost of 60 cents in 2007. A significant obstacle to the adoption of electric propulsion for ultralights in the U.S. is the weight of the battery, which is considered part of the empty weight of the aircraft despite efforts to have it considered as fuel. As the specific energy of batteries improves, lighter batteries can be used. [REDACTED] Media related to Ultralight aircraft at Wikimedia Commons Ultralight aircraft (United States) Ultralight aircraft exist outside of
66-542: A licence, provided its weight with a full fuel tank is not more than 75 kg (165 lb), but they must obey the rules of the air. For heavier microlights the current UK regulations are similar to the European ones, but helicopters and gyroplanes are not included. Other than the very earliest aircraft, all two-seat UK microlights (and until 2007 all single-seaters) have been required to meet an airworthiness standard; BCAR Section S. In 2007, Single Seat DeRegulated (SSDR),
88-583: A single engine with fixed pitch propeller. In Australia, ultralight aircraft and their pilots can either be registered with the Hang Gliding Federation of Australia (HGFA) or Recreational Aviation Australia (RA Aus). In all cases, except for privately built single seat ultralight aeroplanes, microlight aircraft or trikes are regulated by the Civil Aviation Regulations. Pilots of a powered, fixed wing aircraft or paramotors do not need
110-497: A special type of E airspace directly surrounding an airport, unless the pilot has prior authorization from the ATC facility with jurisdiction over that airspace. Ultralight vehicles cannot be flown over any congested area of a city, town, or settlement, or over any open air assembly of persons. Weight allowances can be made for amphibious landing gear, and devices deployed in an emergency, which includes ballistic parachute systems. In
132-630: A sub-category of single seat aircraft was introduced, allowing owners more freedom for modification and experiments. By 2017 the airworthiness of all single seat microlights became solely the responsibility of the user, but pilots must hold a microlight licence; currently NPPL(M) (National Private Pilots Licence). Ultralights in New Zealand are subject to NZCAA General Aviation regulations with microlight specific variations as described in Part 103 and AC103-1. The United States FAA 's definition of an ultralight
154-464: Is expected to give a cruise speed of 100 kn (185 km/h; 115 mph) on 3.5 L (0.8 imp gal; 0.9 US gal) per 100 km (62 mi). During 2016, e-Go Aeroplanes announced that full production would not proceed without further financial input, "an investment memorandum for a third round of funding was issued and distributed in July this year ... shareholder interest generated
176-611: Is significantly different from that in most other countries and can lead to some confusion when discussing the topic. The governing regulation in the United States is FAR 103 Ultralight Vehicles . In 2004, the FAA introduced the " Light-sport aircraft " category, which resembles some other countries' microlight categories. Ultralight aviation is represented by the United States Ultralight Association ( USUA ), which acts as
198-626: Is the responsibility of the user during every flight. In the United States, ultralights are not registered, nor is the pilot required to have a pilot's certificate. Regulation of ultralight aircraft in the United States is covered by the Code of Federal Regulations , Title 14 ( Federal Aviation Regulations ), Part 103, or 14 CFR Part 103 , which defines an "ultralight" as a vehicle that: In daytime, flights may not take place in Class A, B, C, D airspace, plus
220-419: The hang gliding movement, many people sought affordable powered flight. As a result, many aviation authorities set up definitions of lightweight, slow-flying aeroplanes that could be subject to minimum regulations. The resulting aeroplanes are commonly called "ultralight aircraft" or "microlights", although the weight and speed limits differ from country to country. In Europe, the sporting (FAI) definition limits
242-643: The US aeroclub representative to the Fédération Aéronautique Internationale . There are several categories of aircraft which qualify as ultralights in some countries: Advancements in batteries, motors, and motor controllers has led to some practical production electric propulsion systems for some ultralight applications. In many ways, ultralights are a good application for electric power as some models are capable of flying with low power, which allows longer duration flights on battery power. In 2007,
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#1733084908296264-481: The United States, while no certification or training is required by law for ultralights, training is strongly advised. FAR-103 applies to three-axis planes, weightshift planes, very light rotorcraft, balloons, hang gliders, PPGs, or whatever contraption people use to take flight. A lawnchair like that of the Lawnchair Larry flight is lighter than 155 pounds and thus qualifies as an unpowered FAR-103 Ultralight, if
286-498: The United States. In most countries, ultralights are a class of aircraft. A completely different legal concept is valid within the USA. The FAA makes explicitly clear that ultralight vehicles are not aircraft, are not regulated as aircraft, and are exempt from aircraft rules. Instead, they are treated as powersport items and have to follow their own ruleset, FAR-103, which is the most compact aviation regulation in existence. It can be printed on
308-474: The configuration established by the Rutan VariViggen and VariEze . The single engine is a Rotron Wankel engine based on Rotron's RT300 LCR engine which is intended for drones. The aircraft is made from a combination of carbon fibre and foam. Its 8 m (26.2 ft) span wing has an area of 11.5 m (124 sq ft). The standard engine will be a 22 kW (30 hp) rotary engine , which
330-499: The first pioneering company in this field, the Electric Aircraft Corporation , began offering engine kits to convert ultralight weight shift trikes to electric power. The 18 hp motor weighs 26 lb (12 kg) and an efficiency of 90% is claimed by designer Randall Fishman. The battery consists of a lithium-polymer battery pack of 5.6kWh which provides 1.5 hours of flying in the trike application. The company claimed
352-605: The first public flight-test and demonstration on 30 October 2013. The aircraft was initially to be supplied as a complete ready-to-fly-aircraft. Production plans for the design were suspended and staff laid off in November 2016 as e-Go Aeroplanes was unable to raise capital in the wake of the British Brexit vote. The aircraft program was acquired by the designer, Castelli, in May 2017, with the aim of bringing it to production. The aircraft
374-518: The front- and backside of a single piece of paper. (In addition, a few explanatory pages have been published by the FAA.) While ultralights in other countries might have airworthiness certificates, an airworthiness certificate is not allowed for an ultralight vehicle in the USA. (Any existing airworthiness certificate has to be surrendered to the issueing agency, including foreign agencies, before usage as an ultralight vehicle becomes legal.) The FAA emphasizes that airworthiness and compliance with FAR-103
396-1112: The global civilian-owned aircraft. For instance, in Canada in February 2018, the ultralight aircraft fleet made up to 20.4% of the total civilian aircraft registered. In other countries that do not register ultralight aircraft, like in the United States , it is unknown what proportion of the total fleet they make up. In countries where there is no specific extra regulation, ultralights are considered regular aircraft and subject to certification requirements for both aircraft and pilot. 2 persons, 622.5 kg (1,372 lb) (600 kg (1,323 lb) without parachute) Stall speed 65 km/h (40 mph) (undefined in Civil Aeronautics Act) Passengers also need permission. Other minister's permissions: Flyable area: uncontrolled airspace over unpopulated areas, within 3 km (2 mi) from departure point and landing at another point forbidden. Aircraft: Must have fixed landing gear, and
418-424: The maximum stalling speed to 65 km/h (40 mph) and the maximum take-off weight to 450 kg (992 lb), or 472.5 kg (1,042 lb) if a ballistic parachute is installed. The definition means that the aircraft has a slow landing speed and short landing roll in the event of an engine failure. In most affluent countries, microlights or ultralight aircraft now account for a significant percentage of
440-399: The spring of 2017. In May 2017 the assets of e-Go Aeroplanes were acquired by the aircraft's designer, Giotto Castelli, indicating that he would pursue production under his company, GioCAS Aeronautical Consultancy. Data from Bayerl. General characteristics Performance Avionics Ultralight aircraft During the late 1970s and early 1980s, mostly stimulated by
462-494: Was designed to comply with the United Kingdom single-seat deregulated microlight class , as well as to comply with the Fédération Aéronautique Internationale microlight rules. The aircraft cruise speed is planned to be modified for US light-sport aircraft rules. It features a cantilever mid wing , a canard foreplane, a single-seat enclosed cockpit, fixed tricycle landing gear and a pusher engine and propeller . This follows
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#1733084908296484-504: Was insufficient, coupled with the unsure financial market following Brexit. The Board made the very difficult decision to make all staff positions redundant." In November 2016, e-Go Aeroplanes's operation was mothballed, and "overseen by Chief Operating Officer, Richard Clabon and the General Manager David Boughey". The company website stated that it was still looking for a buyer. but the company went into administration in
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